Powertrain International 2024-5

Powertrain
INTERNATIONAL
A hydrogen
FILL-UP
Bringing H2 to the dock, from pleasure to commercial boats -
Batteries: Exide and Riva EL-Iseo - FPT Industrial e-Plant step
by step - Kohler DemoDays - Rolls-Royce PG Symposium
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.powertraininternationalweb.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
POWERTRAIN-Diesel SUPPLEMENT
September 2024
1

SEPTEMBER 2024
powertraininternationalweb.com
CONTENTS
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
10
EXHIBITIONS
10. VENICE BOAT SHOW
The hybrid option is back in vogue
HYDROGEN
14. BLUE WORLD TECHNOLOGIES
PEM fuel cell for Maersk
BUILT TO
POWER
FOLLOW POWERTRAIN INTERNATIONAL ON:
BATTERY
16. EXIDE TECHNOLOGIES
AGM, lead-acid, gel, lithium
FOCUS
20. VOLVO PENTA
D8 IMO III, reman, hybrid, electric
COMPONENTS
22. VANZETTI ENGINEERING
LNG and ESK-IMO retractable submerged pumps
E-BOATS
26. VEDETTES DE PARIS
Retrofit for the Olympic Games
EMISSIONS
27. MAN ENGINES
ATS to accomplish the CARB CHC
28. PERKINS
E44 AND E70B for workboats
BAUDOUIN VARIABLE SPEED ENGINES
COMPACT DESIGN | POWER EFFICIENCY | FUEL TOLERANCE
OPTIMIZED POWER RANGE FROM 30 kW to 1866 kW
EASY MAINTENANCE | BEST IN CLASS LEAD TIME
Suitable for non regulated and regulated engines for stationary and mobile applications.
14
34
AUTOMOTIVE
34. FPT INDUSTRIAL
Turin e-plant under the microscope
46. CUMMINS
Darlington Facility Training Center
COLUMNS
4. Editorial 6. Newsroom 30. PG: Rolls-Royce
42. Off-highway: Kohler 50. Sustainable Techno: Riva
EL-Iseo
DURABLE. ROBUST. BUILT TO LAST.
BAUDOUIN.COM
EDITORIAL: “To fill or not to fill?”
According to Transport & Environment:
“In the European Union at least 17 exclusive e-fuel
projects for shipping, but only a third are secured.”
3

EDITORIAL
by Fabio Butturi
TO FILL OR NOT TO FILL?
C
M
A
tank only makes sense if it is full or so. Filling
a tank necessarily requires a liquid. Long story
short, how long will we see yachts refueling at
the pump, and what will shipowners fill their
fuel lockers with? Transport & Environment
chimed in on e-fuels, Germany’s European Parliament
workhorse in the policy of diversifying environmentally
friendly sources. Will the question support and justify
EU efforts, expressed in funding of millions and millions
of euros, and are the resources actually fit into the
infrastructure loop? According to T&E: “In EU at least
17 exclusive projects for shipping, but only a third are
secured. As of early 2024, there are at least 17 European
projects aimed at producing synthetic green hydrogen
fuels-more commonly called e-fuels-for use in the
maritime sector. If all of these projects see the light of
day, they would help meet about 4 percent (1.06 Mtoe)
of the total energy needs of European shipping by 2030
(about 28 Mtoe), setting the sector on a path toward
decarbonization. To date, however, just 6 projects are
sure to receive the necessary funding for production;
two-thirds of the projects are still awaiting a decision
on.” Volumes are needed, so we ask the automotive
gentlemen for enlightenment. We turn to a lady, Lynn
Calder, CEO of Ineos. The answer goes straight to the
point: “At the moment, there’s just not enough synthetic
fuel to go around, and it’s going to be extremely
expensive.”
In San Francisco, Michael Hoffman, Deputy General
Manager at Golden Gate Bridge, Highway & Transportation
District, speaking about the Golden Gate Ferry,
powered by mtu, said of the HVO: “The most obvious
visible impact was the lack of black smoke coming from
the engines when the vessel was coming up to speed or
ramping up under load”. MAN Energy Solutions, in this
matter, points out that: “One of the major advantages is
the retrofit capability for our four-stroke engines.”
To fill or not fill. And with what, fill in? Posterity will
be the judge. We agree, but the question is: how old will
they be, posterity, to judge?
Y
CM
MY
CY
CMY
K
4

NEWSROOM #RINA #PILBARA #OCEANIA #LNG
LNG TO RIDUCE EMISSIONS
PILBARA,
OCEANIA,
RINA
C
According to a study
by Pilbara Clean Fuels,
Oceania Marine Energy
and RINA, well-to-wake
emissions for shipping
industry can be reduced
significantly by 2050
through the use of LNG
LNG, the fuel playing the role
of kingpin of the transition in
commercial shipping alongside
the promises (and risks) of ammonia
and the chimeras of hydrogen.
We put the “pieces” of an Australian
story together. RINA has developed a
concept for an LNG-fuelled 209,000
DWT Newcastlemax dry bulk carrier
design incorporating pre-combustion
carbon removal and hydrogen production
to meet IMO 2050 Carbon
Intensity Index requirements over the
ship’s operating life. Pilbara Clean
Fuels is pursuing the development
of an electrified LNG plant in Port
Hedland, Western Australia, aimed at
producing low-carbon LNG marine
bunker fuel. Oceania Marine Energy
is a Perth-based company formed to
develop and operate an LNG and marine
fuels bunkering business at major
ports in North West Australia. In
November 2023, PCF, Oceania, and
RINA signed a Memorandum of Understanding
to collaborate on studies
aimed at defining the commercial
and emissions reduction benefits
their combined concepts could deliver
to ship owners and charterers for
the Pilbara to Asia dry-bulk minerals
export trade route. This collaboration
focuses on optimizing operations
and implementing innovative technologies
to enhance efficiency and
sustainability in shipping activities.
The combined efforts of these organizations
are expected to address key
challenges in the maritime industry,
particularly in reducing greenhouse
gas emissions and operational costs
for the export of minerals from Pilbara
to Asia. The low-carbon LNG
plant by Pilbara Clean Fuels has the
potential to initially produce LNG
with emissions of less than 200 kg of
GHG per tonne, which can be further
reduced to around 50 kg/t LNG. RI-
NA’s bulk-carrier ship concept features
a novel propulsion arrangement
which achieves a fuel saving of 12%
when running on LNG at current
market speeds. The bunker vessel
design incorporates a hybrid energy
system, including an 8MWh battery,
allowing for emission free operation
in port. This, alongside the onboard
CGR-designed process plant for vapour
recovery and re-liquefaction,
significantly reduces emissions and
enhances operational efficiency. The
study concludes that by implementing
this holistic combined systems
approach, well-to-wake emissions
for the Pilbara to Asia export shipping
industry can be reduced by more
than 90% by 2050. The CO 2
generated
from onboard pre-combustion
hydrogen production can be economically
integrated into the large-volume
Carbon Capture and Storage
hubs currently being developed in
the Pilbara region. The reduction of
GHG emissions is achieved by progressively
decreasing the LNG fuel
share to the engines while proportionately
increasing hydrogen usage.
M
Y
CM
MY
CY
CMY
K
6

NEWSROOM #STORAGE #AGCOPOWER #PARKER
US ADMINISTRATION INVESTS IN ENERGY STORAGE
The near future of energy is played
out in storage, be it electricity, hydrogen,
liquefied gas or other. The
US administration has sent a signal
to its stakeholders on the eve of
the controversies of the presidential
election. According to energy.
gov, the U.S. Department of Energy
(DOE) announced up to $325 million
for 15 projects across 17 states
and one tribal nation to accelerate
the development of long-duration
energy storage (LDES) technologies.
Funded by President Biden’s
Bipartisan Infrastructure Law, these
demonstration projects will increase
community control of local power
systems, mitigate risks associated
with disruptions to the grid, and help
communities develop reliable and
affordable energy systems. Today’s
announcement will help DOE realize
its Long Duration Storage Shot
goal of reducing the cost of LDES
by 90% by 2030 and supports the
Biden-Harris administration’s efforts
to advance critical clean energy
technologies, expand the adoption
of renewable energy resources, and
strengthen America’s energy security.
Some selected projects seek to
pursue innovative approaches to the
re-use and recycling of retired batteries
– supporting the growing domestic
electric vehicle industry and
creating new economic opportunities
while delivering environmental
benefits to communities across the
country. Selected projects under the
LDES Funding Opportunity include
Communities Accessing Resilient
Energy Storage, Second life Smart
Systems, Multiday Iron Air Demonstration,
Children’s Hospital Resilient
Grid with Energy Storage.
HYBRID AND ELECTRIC
PROPULSION
ZERO & LOW
EMISSIONS
AGCO POWER OPENS
CLEAN ENERGY
LABORATORY IN FINLAND
AGCO and AGCO Power announced
the opening of the
company’s first clean energy
laboratory. The lab is part of a
EUR 70 million investment (approximately
$77 million) in the Linnavuori
plant in Nokia, and will support development
and testing of innovative,
sustainable battery and powertrain
solutions for farm machinery. The
Linnavuori team of scientists and engineers
are developing next-generation
engines powered by low- or zero-carbon
electricity and alternative
fuels, such as hydrogen and methanol,
that will help minimize global agricultural
emissions. Improvements also
include a training and visitor centre, a
production hall for machining cylinder
heads and manufacturing components
for automated Continuously Variable
Transmissions (CVTs).
PARKER & SGI
Parker Hannifin announced
the expansion of its Certified
Mobile Electrification
Centers network with the
addition of Soluciones
Generales de Ingeniería
(SGI), based in Zaragoza,
Spain. Specializing in
the electrification of both
light and heavy mobile
machines, SGI supports
customers from the initial
design stages through
to the commissioning
of prototypes and the
implementation of series
production. Their scope of
expertise encompasses
Parker’s electric motors,
drives, coolers, controllers,
and control systems as well
as Li-ion batteries. This
positions SGI as a onestop
partner for machine
manufacturers embarking
on their electrification
journey.
8
VIENI VIENI COME A A AND TROVARCI VISIT US POWER - POWER VILLAGE CORSIA YPB YPB - YPB 06 - 06 - 06

EXHIBITIONS
#AGCO #ASLABRUNA #AVL #BIMOTOR #BONI #FPT #JOHNDEERE
VENICE BOAT SHOW
HYBRID
REVIVAL
The marine sector
is quite reluctant to
give-up the ICE. The
hybrid is sometimes
singled out as
useless because it
bridges technology
towards the BEV, at
other times extolled
because... it bridges
technology. AGCO,
AS Labruna, AVL,
Bimotor, Boni, FPT,
Huracan, Hyundai,
John Deere, Rama,
Scania, Texa, Wolong
Crunching the numbers of 2024
Venice Boat Show: over 30
thousand visitors and 300
boats, 270 of which in the
Arsenal’s tranquil waters, 270 exhibitors,
30 new shipbuilders and 15
world previews. These figures can’t,
however, pay due tribute to this event
that’s vying to become the place to
be for state-of-the-art electrification,
given Venice’s and its lagoon ecosystem’s
peculiar nature. From the feedback
we gathered, the leisure boating
sector’s high tide started going down
in 2023. The first quarter of 2024 was
one to cry over, marking downturns,
including in double-digit. Public incentives
and legal obligations are going
to be a turning point both in the
Mediterranean region and in Northern
Europe, where the relevant legislation
is stricter. Italy features a case
in point with the Cinque Terre area in
Liguria – a tourist hotspot – banning
boats with internal combustion engines
as of 2025.
Speaking of electrification, here
comes the very first surprise, designed
by Huracan Marine. Italy’s
Northeastern solution provider tables
a hybrid system named Falcon,
giving wings to Hyundai’s S270S or,
alternatively, to Mercury’s D3.0 or
Volvo’s D4: in short, a kind of eclectic-electric
unit designed with taxi
boats in mind. The one on display at
the Arsenal was coupled to a Hyundai
engine. The architecture features a
sterndrive with a clutch to disconnect
the ICE. The electric motor is mounted
sideways to best fit into the engine
compartment which the seat is mount-
ed exactly next to. Based on the shipbuilder’s
specs, the clutch only takes
up 200 mm. Compared to the 40 kW
of the engine, the unit has half: reducing
the revs boosts the torque. The
layout pursues space optimization, to
fit into the profiles of boats made to
manoeuvre in Venice’s narrow residential
canals. The control unit is by
Huracan Marine and it commands the
drive units, which includes switching
on and off and speeding up the internal
combustion engine but no influence
on engine management. There’s
one single lever for the electric, up to
1600-1700 revs, beyond which the
ICE gets engaged, taking over the
electric unit at the same rev number,
so that it gets deactivated and driven
to recharge the batteries. Huracan’s
latest projects include three taxi boats
for Holland and a limousine for an
English shipowner, to be used as tender
for a mega-yacht.
Looking through the electric options
we find another surprise,
made four-handedly by AVL Italy
and Texa, dealing with diagnostics
across a range of applications since
1992. The diagnostic software for
marine covers a power range from
small 10 HP outboard units to huge
1000 HP ones. The surprise comes
in a hybrid form – 125 kWe and 345
Nm, 400 Volt – relying on a 3-litre
diesel engine. Texa deals with the
electric section in both the design
and the production phases at a dedicated
plant in Monastier, Treviso.
Precisely, they engineered the axial
flow architecture, which includes an
electric motor and inverter, and wa-
ter-glycol cooling. We couldn’t but
stop by at AS Labruna, standing
out as one of the standard bearers of
transition. A multifaceted approach,
theirs, starting with the HK kit designed
to convert conventional shaft
lines to electric solutions. Using a
GPS module, the monitoring system
checks on all parameters – locally
and remotely – including power efficiency
and charging. Data acquisition
supports optimization, including for
the maintenance intervals of both the
diesel and electric components. It is
worth mentioning that a block chain
connection prevents any attempt to
tamper with the system. The software
and electronic control unit are
provided by AS Labruna. The Power
200 is equipped with a Stage V N40
170 featuring 184 kW plus a 25-kW
10
11

EXHIBITIONS
#HYUNDAI #HURACAN #RAMA #SCANIA #TEXA #WOLONG
electric module that also works as a
booster. It can be coupled to a sterndrive,
oleo-dynamic transmission and
shaft line. For shipbuilders looking
for zero emission charging, the PB4
generator is available for hotel services
or as a range extender. Peak
power is 4 kW, continuous is 2 kW; it
features methanol fuel cells and four
lithium batteries. Why methanol?
In his “e-vision” Massimo Labruna
sees it as a viable energy carrier
that poses no complications for storage
and transport, and is turned into
hydrogen by onboard electrolysers.
AS Labruna’s latest take at portfolio
diversification goes under the name
of Wolong and provides them with
a chance to address the market of
electric outboard motors with an integrated
battery pack designed for recreational
speed boats, in the 1.5 kW
power rating segment. The battery is
stacked on top of the outboard’s upper
end, under the cowling. This compact
unit is easy to transport – differently
than those with a detached battery
pack – which improves its handiness
and usability.
Boni Motori Marini strives for nothing
less, with a hybrid unit based on
an ICE by AGCO Power. The Romagna
Riviera-based engine dealer
handled the entire set up of a Mitecbased
electric motor for a Venice
shipbuilder, featuring a software
and inverter by Mac Engineering.
The electric unit starts from 60-80
kW to reach 200 kW. The diesel engine-electric
combo delivers close to
900 HP of power.
The smallest size works either in the
ICE or electric motor only modes.
The 4.4L delivers 182 HP at 2200 rpm
– injection and common rail available,
under development for leisure,
too, Stage V compliance. The 8.4L
delivers 411 HP, work is in progress
on a more powerful unit that might be
ready for the next Genoa Boat Show.
Speaking of Italian shipbuilders, Scania
rhymes with Bimotor, leisure engines’
dealer since last year. That’s an
all-time debut for the “sea griffin” in
a dual incarnation: Boni and Bimotor.
Scania attaches key importance to a
well-organized network, hence their
efforts to develop service, relying on
the existing dealerships but aiming
to reach beyond that. Several truck
workshops can also handle marine
applications and take care of scheduled
servicing and repairs on the
auxiliary engines of yachts and mega-yachts,
including technologically
advanced IMO Tier 3 with SCR; after
all – as they themselves point out –
the outmoded mechanic cliché is now
a thing of the past. There’s tangible
interest for the brand in the passenger
transport and leisure boating segments,
even though it is still in search
of recognition in those areas – just
as it was the case with on-road and,
in more recent years, with industrial
applications. Here’s their comment
straight from the booth: “We’ve set
clear boundaries for our range, within
which we don’t simply provide an
engine. We offer shipbuilders consultancy
and services, too, both for first
equipment as well as for re-fitting”.
As for the Diesel of the Year winner
2023 – the Scania Next Generation
DC13 – the prospective deadline for
marinization is 2026/27. In the meantime,
the Marell M17 Hybrid – featuring
a two V8 plus two electric units
combo – was presented at Southampton’s
Seawork. The hybrid package
was dealt with entirely by Scania.
What’s new for Bimotor? The company
won’t change course and will
keep providing increasingly extreme
customisation solutions that escape
the big manufacturers’ functional
logic. It intends to extend both the
upper and lower ends of the range.
Certainly, one goal is dominating the
onboard genset segment, in a range
possibly encompassing Raywin’s 10
kW up to Scania’s 650 kW, certified
to meet all standard compliance requirements.
As for “public contracts”,
the ICEs still rule.
Venice’s public transportation company
ACTV deployed five Canalgrande
Stage V waterbuses equipped
with a 15 kW C90 170 by FPT Industrial.
La Spezia-based shipbuilder
Siman is working on another seven
waterbuses – of the breakboat type,
that is those used for suburban routes
– five of which will feature a couple
of C9 170. Number 6 and 7 will instead
be hybrid, with N76-170 Stage
V for variable rpm gen-sets. Vulkan
is in charge of electric components.
Lastly, John Deere, distributed by
Rama Marine. Since early this year
“the deer” has been in demand especially
for onboard gen-sets meant for
repowering. An updated range will
see the light in a couple of years.
The JD4 and JD14 are scheduled for
2026, followed by the JD18.
12
13

HYDROGEN
#PEM #HYDROGEN #METHANOL #MAERSK
BLUE WORLD TECHNOLOGIES
PEM
AND GREEN
METHANOL
Proton exchange membrane
fuel cells. The complex management
of the energy transition
applied to hydrogen also
goes this way. It is not just a matter
of infrastructure and incentives: the
keyword of any technology upgrade
in the energy world dramatically involves
the principle of efficiency. In
Scandinavian countries, the adoption
of BEV and hydrogen systems is
strongly encouraged, both by policy
makers and the public. This is also
the case in Denmark, where Blue
World Technologies is based. The announcement
is official: testing of the
world’s first 200kW high-temperature
PEM fuel cell module was successful.
The horizon is that of work boating,
which, along with recreational boating
above 80 feet, is wondering which
Blue World
Technologies has
successfully tested
a 200kW hightemperature
PEM fuel
cell module. The first
pilot system is a 1MW
system for onboard
power production for
one of A.P. Moller
- Maersk’s large
dual fuel-enabled
methanol vessels. The
installation on board
is expected during the
first half of 2026
way to go. That of ammonia, which
would still only apply to Ro-Ro, LPG
carriers, cargo boats, PSV, etc.? What
is the best energy carrier: ethanol,
methanol, bioLNG or what else? At
Blue World Technologies, they are
clear in their thinking, as shown by the
statement of Dennis Naldal Jensen,
Chief Technology Officer: “This is a
major breakthrough within maritime
decarbonisation and with the test of
our 200kW system, we are proving
that the HT PEM fuel cell technology
has the potential of being one of the
key technologies to decarbonise the
hard-to-abate sectors. During the test
period, we successfully validated our
system set-up with the methanol fuel
processor, the series connection of the
fuel cell stacks, as well as the balance
of plant components surrounding the
fuel cells.” The first pilot system is a
1MW system for onboard power production.
The system will be installed
on one of A.P. Moller - Maersk’s large
dual fuel-enabled methanol vessels
and the installation on board is expected
during the first half of 2026.
“Maersk is the global frontrunner
when it comes to maritime decarbonisation,
and we are very pleased with
the collaboration on the first 1MW
pilot and we are very much looking
forward to getting the system out
sailing,” says Anders Korsgaard,
Co-founder and Chief Executive Officer
at Blue World Technologies.
What are the main coordinates followed
by the Danish Company in this
project? The system is a scalable configuration,
firstly aiming to replace
conventional fossil-based gensets,
but later also provided as large multi-megawatt
fuel cell-based propulsion
systems. Thoughts at the design stage
were aimed at ease of installation on
board. The approach was therefore
modular, allowing for fuel cell power
systems as containerised solutions on
deck or integrated on the ship.
With an efficiency of up to 55%
when reaching commercial stage,
the system typically provides a fuel
saving of 20-30%. The system, that
is based on high-temperature PEM
fuel cell technology (HT PEM),
provide high-grade waste heat of
150°C. Finally, the fallout on environmental
impact.
When powered by renewable methanol,
the system has a net-zero operation.
The fuel cell system is ready
for carbon capture, allowing for CO 2
to be recycled or storage. Blue World
will initially supply systems for auxiliary
power and expects that their maritime
system will reach a commercial
level in 2027. Eventually, the company
will proceed to supply multi-megawatt
propulsion systems for global
shipping.
We turn it over to Alex Smout, Investment
Director at Maersk Growth, for
final thoughts, regarding the investment:
“The maritime industry needs
multiple new technologies and pathways
to reach its net-zero targets, and
high-temperature PEM fuel cell technology
is very promising in finding a
balance between the high electrical
efficiency, size, and load adjustment.
This is a great example of how we can
support innovation through both investment
and partnership.”
14
15

BATTERY
#BATTERY #LEADACID #GEL #LITHIUM
EXIDE TECHNOLOGIES
ENERGY
GIVER
Guido Scanagatta (left) is Director of Product
Management and Application Engineering Automotive
at Exide Technologies.
As soon as the word “batteries”
is uttered, a mechanism
emerges within the POW-
ERTRAIN editorial team
that turns journalistic intuition into
panoramic distortion. There is not
just the removal of the ICE and its
replacement with battery packs and
electric motors. The battery remains,
and will remain, an expression of the
original vocation of this device: energy
storage for powering the services
on board the boat, and a starting
function. Exide Technologies is at
the forefront of this technology. For
one thing, the intuition of gel batteries,
on which Exide has set its seal,
dates back to 1957. This capital of
expertise has also been transferred to
the leisure sector. To name but one
family, the Start battery, according
Masters of lead-acid
technology, pioneers
of gel batteries since
1957, those at Exide
Technologies are the
depositories of the
expertise originally
associated with
batteries, before this
entity was inexorably
associated with
electric traction
to Exide, “it provides high power for
starting engines with unique installation
in boats with basic equipment.
It can be installed in dedicated battery
banks for engines in sophisticated
yachts. Batteries are usually
charged after the engine is started,
as the alternator quickly returns the
energy consumed. Performance from
500 MCA to 1,100 MCA.” To put it
plainly, before we dive into the sea,
Exide is a multinational with its
brain in Paris and battery production
and recycling in Europe, with four
automotive plants, one of which is
the former Magneti Marelli plant in
Lombardy, two plants in Spain and
one in Poland, six plants for industrial
(the lithium one is in the Netherlands),
and three recycling plants in
the Iberian Peninsula (two in Spain
and one in Portugal). Originally a
brand of the American Electric Storage
Battery Company, it later became
Exide Holdings and landed in Europe
with a policy of acquisitions, including
Tudor. It started with lead-acid
batteries and continues in this direction.
Lead is an exquisitely European
asset, with an integral supply chain
that includes substantial recycling
of the raw material. A vocation that
currently translates into a value chain
that includes batteries up to 500 kilowatts
in containers for storage within
smart grid architectures. Starter
batteries that have found application
on scooters, storage and the latest
frontier, the fateful traction, for automated
robots labelled AGVs, front
loaders, aerial platforms, UPS for
hospital and school buildings. So
far, nothing new. The person who
accompanied us out to sea, contextualising
the nautical application, is
Guido Scanagatta, Director Product
Management and Application Engineering
Automotive. He has a strong
automotive background, starting
with motorised two-wheelers, which
he places at the service of the road,
industrial and marine sectors. He
completes the preparatory part. “Exide
Technologies’ production is focused
on the automotive sector, both
as a leading supplier in the OEMs
of major European manufacturers,
and for the aftermarket, where we
are the second brand. For traction
and storage, we have explored and
engineered lithium technology.” We
include the Marine & Leisure Equipment
Li-ion range at this juncture.
Six batteries have been added to the
marine portfolio. We notice the intelligent
battery heating function, about
which we again ask Mr Scanagatta
for help. “You no longer have to remove
the battery to warm it up in a
warm place for recharging. Even if
the temperature drops to -20°C, the
battery will heat itself and recharge
automatically when the temperature
reaches 0°C. In some applications,
batteries are recharged in sub-zero
environmental situations. A condition
that inhibits lithium, since it would
create a layer of ions on the anode
which, not bonding with graphite,
would accumulate without recharging.
The Battery Management System
draws energy from the charger
to heat the pad positioned between
the cells. It is practically a ‘pad’ with
16
17

BATTERY
#STORAGE #AGM #ORBITAL
ENERGY STORAGE
At ees Europe 2024, Exide Technologies unveiled Solition
Mega Three, the latest in their containerized energy storage
series. This system offers a compact design with 3.4 MWh
capacity and liquid-cooled components, suitable for both
front-of- and behind-the-meter applications. “This year’s ees
Europe was a great opportunity to meet with experts and
discuss specific customer needs. Thank you to our customers
and partners for visiting and for the many inspiring conversations
about the future of energy storage, sustainability,
and beyond,” says Michael Geiger, Senior Vice President of
Energy Solutions at Exide Technologies. To show the scope
and variety of Exide’s solutions, these are the topics of the
Academy Corner, hosted and promoted by Exide Technologies:
* Energizing urban landscapes: neighbourhood vs. home
storage batteries: assess the efficiency of different battery
storage systems in urban environments.
* Harnessing the sun: overcoming grid connection challenges
in utility-scale solar.
* Ancillary services in volatile grids.
* Battery energy storage for future smart cities.
* Driving future mobility: sustainable public transport.
carbon wires. It heats the prismatic
cells and, with the support of an
integrated thermometer, at thermal
zero diverts charging to the cells.
This feature helps to keep charging
time short: from the aforementioned
temperature of 20 degrees below
zero, with just 10 per cent power,
the battery will take just four hours
(including one for warm-up) to complete
a standard charge.” Exide’s
digitisation includes Bluetooth. By
downloading the proprietary “M&L
Li-Ion Monitor” app, remote control
of parameters including overcharge,
overvoltage, temperature, and performance
levels of one or multiple
batteries is accessed. Here, too, of
course, there is the hand of the battery
management system, which handles
alarms sent to the app. The BMS
is integrated into the batteries and
manages up to four units in series
and parallel, including heating and
Bluetooth functions, overcharge and
overvoltage protection, interrupting
the discharge if the battery falls below
the minimum voltage or if the
discharge occurs at too high a current.
Finally, there is correct temperature
monitoring. One of the benefits
claimed by Exide is compactness,
which also means lightness, roughly
a third of other batteries. Let’s now
resume our exploration of Exide’s
logic applied to pleasure craft. “We
have always provided the engine
start and storage solutions to power
on-board devices when the engine is
off and in the absence of a generator.
There is, however, a buffer battery.
Gel batteries demonstrate tenacious
cycle resistance, replicating the
2,000-cycle regime of lithium-ion,
albeit with different charging ranges,
minimal cost and a European supply
chain, even for end-of-life. We supply
both gel and lithium for storage
(at 12 volts, with some exceptions at
24V and 36V), with a modular approach
of batteries up to 10 kWh,
for boats up to 60 feet.” Exide also
means AGM (Absorbent Glass Mat)
batteries, which are highly resistant
to mechanical stress. The electrolyte
is absorbed by a separator immobilised
between the plates, which is
so cycle-resistant that it is typically
used by cars during start-up. Exide’s
AGM, available from 450 Wh
to 2,100 Wh, is congenial to a dual
application, expendable for both
start-up and on-board services and
auxiliary functions, in leisure and
commercial, revealing a lower resistance
to cycling and a susceptibility
to rapid discharge. What does “orbital”
mean? Guido Scanagatta answers
us once again: “The plates, instead
of being flat, are rolled up on themselves,
a positive/negative torque for
each of the six cells, with a very high
starting power, 800 Ah of inrush instead
of the conventional 500 Ah, to
power the manoeuvring propellers,
with a very high absorption for a limited
time.” Gel batteries are significantly
heavier and bulkier, but do not
emit any gas, which allows them to
be housed inside the boat. They have
VRLA safety valves. Exide does not
limit itself to safeguarding the comfort
zone, however. “We look with interest
at traction, which is limited to
the small outboard segment. In this
case, we rely on LFP, Lithium Iron
Phosphate, a safer chemistry than
others, lower density compensated by
superior robustness. The 48V meets
the limits of the LVD (Low voltage
directive), which imposes a voltage
safety cap of 75V for direct current
systems. Our lithium battery range
at 12 V is 50 Ah, at 36 V it doubles
to 100 Ah, from 600 to 3,800 Watthours
nominal (Wh).”
What about the charging infrastructure?
“We are not involved in the big
sizes and do not provide charging
solutions directly. Our Customised
Energy Solutions division provides
‘power boosters’, storage facilities
flanked by charging stations. It
is an alternative system to dockside
connection, connected to the grid, to
avoid peaks, especially in those contexts
where the grid does not guarantee
sufficient reliability.”
An example comes from the virtuous
Netherlands, albeit on land.
The “Stadsbatterij” (City Battery)
installed in the capital, The Hague,
serves a commercial building. The
500 kW/552 kWh energy storage
system is housed in a container
built with a reinforced surface to accommodate
the maximum possible
weight per square metre, considering
that the part below the building houses
a car park. For additional safety,
Li-LFP batteries were installed on
both sides of the 500-kW modular,
two-way converter, with each battery
compartment equipped with an
automatic aerosol fire extinguishing
system.
18
19

FOCUS
#DANFOSSDRIVES #D8 #REMAN #CTV
VOLVO PENTA
AN IDEA
FOR EACH
SOLUTION
Volvo Penta, what did 2024 tell
us about marine applications?
That the development of ICE
and electric technologies go
hand in hand. Let’s start with the enhancement
of the 7.7-liter diesel engines
range. The new D8 IMO III
solutions feature 6-cylinder engines
that can provide power up to 550
hp. Those engines involved are D8
IPS-600, D8 IPS-650, D8 IPS-700,
D8 450 hp, D8 510 hp and D8 550.
The extended range of Volvo Penta
D8 IMO III models relies heavily
on SCR, which can be installed in
either a vertical or horizontal position,
thanks to the seamlessly rotating
outlet. These engines fit for commercial
workboats that travel at 20 to 40
knots and withstand tough conditions,
typically in the 15-meter size class.
Volvo Penta’s
understanding of
technology neutrality
is proven by the
examples we mention
in this article. Despite
the strong commitment
to electrification,
demonstrated by the
Crew Transfer Vessels
we tell you about, the
D8 IMO Tier III portfolio
has been enhanced.
Also the kick-off to
remanufacturing
opportunities
This includes pilot boats, CTVs, highspeed
ferries, search and rescue boats,
patrol and smaller workboats. For the
marine segment Volvo Penta has also
developed a remanufactured driveline.
The D13 and D8 pre-EVC 2.0
engines have been available to the
market since the first half of 2024,
while the D4 and D6 pre-EVC 2.0 engines
will follow in fall 2024. Volvo
Penta currently offers a wide range
of remanufactured longblocks, partial
complete engines for D3, D4, D6 and
D11. The remanufacturing process of
complete marine engines reuses up
to 60% of components and can save
up to 56% CO 2
emissions during production
compared to producing new.
“Changing an engine is now straightforward
with our newly expanded remanufacturing
offer, delivering fast
and easy-to-install solutions available
via a call, click, or email. Whether
you’re a company looking to ensure
maximized vessel uptime or a leisure
boater ensuring your long-planned
voyage proceeds smoothly, we now
offer our largest selection of remanufactured
engines and drivelines,
good available from stock and ready
for deployment in days,” said Roland
Henriksson, Global Product Manager,
Volvo Penta. Engines and Volvo
Penta IPS drives are disassembled
into individual components before being
cleaned and inspected. All parts,
except those being replaced with new
infill, are returned to like-new condition
before being tested and verified.
Remanufactured components are covered
by the standard 12-month warranty.
If supplied and installed by an
authorized Volvo Penta dealer, the
warranty will extend up to 24 months,
600 hours (for leisure use) or 3,000
hours (for commercial use).
And now we switch to the “alternative”
Swedes. Let’s start with a
Crew Transfer Vessel’s diesel engines
turned in a retrofitted Electric Crew
Transfer Vessel (E-CTV). “We are
delighted to be involved with such a
landmark project, which will feature
our first ever Volvo Penta IPS powered
100% by batteries and with no
on-board diesel generators. It’s an
ultra-efficient set-up that will deliver
longer-range and emissions-free
transfers. There’s also closer control
and maneuverability so journeys are
safer, faster and more reliable. We believe
this is the future for a number of
segments within the marine industry
and hope it will inspire further projects,”
said Mehmet Belibagli, Sales
Manager, Marine Commercial at Volvo
Penta UK.
Volvo Penta and Danfoss Drives
worked four hands to provide hybrid
propulsion for two MHO-Co Crew
Transfer Vessel, which entered operation
in March 2024 to transport
technicians to and from offshore facilities
in the North Sea. “Because
the drivelines are all-electric, we can
create a future-proof design running
off our drives and electric machines.
There’s also the flexibility to run on
future power sources (such as hydrogen
or fuel-cells), once those are commercially
viable,” said Claus Larsen,
Head of Sales, Northern Europe,
Central Europe and EMEA Marine &
Electrification at Danfoss Drives.
20
21

COMPONENTS
#LNG #CRYOGENIC #ESKIMO #ARTIKA
VANZETTI ENGINEERING
LNG
ALL THE
WAY
Federico Buono, Marine Business Unit Manager at Vanzetti
Engineering: “Posidonia allows us to promote our brand
on a global platform, by positioning Vanzetti Engineering
in the landscape of Greek shipowners and promoting new
products and solutions developed directly to those who
use and/or will use our cryogenic pumps.”
ESK-IMO is
an extractable
pump, the latest
from Vanzetti
Engineering.
Designed to
complete the range,
it can be integrated
with the ARTIKA. In
general, liquefied
natural gas enjoys
excellent health in
the environment of
commercial marine
applications
According to Federico Buono
– heading the naval business
unit at Vanzetti Engineering –
it is a mix of energy solutions
that’s going to lead the way in the
short-to-medium term. We met him to
talk about ESK-IMO pumps. “Our goal
was developing this new product from
a well-established base and following
market requirements. This process is
in line with Vanzetti Engineering’s mission.”
Then he specifies: “ESK-IMO
and ARTIKA pumps can live together
in the same environment. ESK-IMO
is a product that keeps evolving and
is meant to supplement the ARTIKA
series of submerged pumps. It’s a retractable
pump available in three versions:
the 230 will be followed by the
300 and 400 – their names echo those
used for the ARTIKA range and indicate
the available flow rate. It’s also
a submerged pump that shares with
ARTIKA the same hydraulic structure
– that is impellers, inducers and rotating
parts in general, and it was made
to suit its special application, which
entails retractability. It is mounted inside
a pressurized vertical column. AR-
TIKA units pump the pressurized fluid
getting compressed through the stages
through a feed pipe that has to be installed
inside the tank. With the ESK-
IMO instead the fluid comes out of a
set of lateral openings and pressurizes
the entire column where the pump is
installed. The hydraulic features and
performance delivered by the pump’s
lower section are the same as with
ARTIKA, while internal lubrication is
slightly different. The ARTIKA series
is fitted with side filters that allow the
the tank and started. Opening the foot
valve the tank gets emptied, thus allowing
maintenance to be carried out
if needed.”
What do you mean by “atmospheric
tanks”?
“Given how the pump and the
foot-mounted valve work, this type of
application is only suited for atmospheric
tanks, those that work with
non-pressurized LNG. Three types of
tanks are available in the marine sector:
A, B, and C, with the last working
at a pressure of up to 4 bar. The retractable
pump cannot be used in this type
of tank because counterpressure would
make it impossible for the weight of
the pump to open the foot valve. These
tanks are very largely used in the industrial
sector, while in the marine industry
type A and B tanks and prismatliquefied
natural gas to cool the motor
coils and the lower bearing, but there’s
also an upper filter that draws the pressurized
fluid to cool the upper bearing.
The ESK-IMO’s motor is, instead, hermetic
and cooled by the fluid that’s
drawn out of the side conduits located
within the pump itself; the bearings are
also lubricated with the same method.
Another key difference is that the
ESK-IMO is fitted with a foot-mounted
valve, which makes it possible for it to
be used as an emergency pump or as
a retractable pump in industrial applications.
When the pump is retracted,
the column is empty. The valve is kept
closed by means of special springs, so
that LNG is retained in the tank. When
the pump is moved into the column, its
weight causes the foot valve to open
and LNG flows into the column, which,
once the pump is started, gets filled
with the pressurized liquid.” And here
we’re approaching the heart of the matter.
“With ESK-IMO, there’s no need
for tank draining. The cryogenic liquid
can stay in the tank because the pump
can be removed from the column.”
What about the application profile?
“As I said earlier, in the industrial sector
these units are used as heavy-duty
pumps. In marine applications, instead,
they serve as emergency pumps.
Some shipowners require the tank to
be equipped with submersible pumps
on certain types of ships, this is done
only with atmospheric tanks. Here,
the retractable pump comes into play
when the tank needs to be emptied. The
pump is normally stored aboard in a
pressurized nitrogen container. In an
emergency situation, it is lowered into
22
23

COMPONENTS
#POSIDONIA #CARBONCAPTURE #ENERGYSAVING
ic shape membrane tanks working at
atmospheric pressure are the dominant
design, especially on mid-sized and
large carriers. These are the types for
which the retractable pump is suited.”
Quote: “The Small-Scale LNG Terminal
and the naval markets are seeing
an unprecedented growth, which
is particularly true for the American
and Southeast Asia regions”. “In the
industrial sector the ESK-IMO finds its
application in small-scale terminals,
that is LNG terminals of small dimensions,
up to a Megatonne per year. The
mission is allowing gas supply to those
areas that are not reached by a gas
pipeline network.”
Vanzetti is not only involved in the
liquefaction process. “We also play a
part in storage, transport, fuelling and
other activities.”
How is LNG doing in shipping?
“Liquefied natural gas is flourishing in
the naval industry. In the fuel transition,
LNG is not only seen as a bridging
fuel, but it is going to last long, as
it enables a sensible reduction of CO 2
and greenhouse gases in general. It’s
been drawing a lot of interest among
shipowners. This is also the feedback
we got in Posidonia. You have to consider
that Greece accounts for 50% of
the world’s shipowners. Liquefied natural
gas, in itself, can meet IMO emission
targets until 2035 and can rely on
well-developed infrastructures. There’s
about a hundred bunkering stations
worldwide and some 150 are under
construction. Another enabling factor
is the growth in the production of bio-
LNG. With a 20% of bio-LNG in the
liquefied gas blend you can meet the
2038 target, with 30% you can go on as
long as 2040, with 80% you can reach
2050. Ammonia and methanol have a
much higher carbon footprint and are
more expensive.” With the current technologies,
by the way, “grey” ammonia
and methanol are still very costly
from the production standpoint. As for
“Green” ammonia, it would require an
amount of renewable energy that’s unthinkable
at present. “I’ll add that from
a regulatory standpoint, we’re going in
the direction of applying a “mass balance”
concept. The goal is injecting the
bio-LNG produced directly into the network
and allowing bunkering of standard
LNG at another location, but under
the same sale conditions and carbon
footprint benefits of bio-LNG for those
shipowners that buy it. This way you
save on fuel transport from the point
of refining to the point of distribution,
while also achieving the benefit of reducing
pollution from the liquefaction,
transportation and storage of the molecule.
By the way, LNG can benefit
from technologies that are currently
being developed to implement onboard
hydrogen production from LNG itself;
for instance, hybrid processes whereby
LNG undergoes a chemical reaction –
the so called ‘thermal catalytic decomposition’
during which a part of LNG
is drawn from the tank, goes through
decomposition and is turned into hydrogen
gas and solid carbon, that is
graphite and graphene. Hydrogen gas
is used as a fuel to blend with LNG, thus
turning into CNG, which results in a
reduction of greenhouse gases. Engine
makers have been testing a blend with
up to 70% hydrogen. It is likely that
hydrogen won’t be a destination fuel
in the maritime sector, due to its energy
and volumetric density, which will
leave room for these hybrid solutions
to gain a foothold in the sector. Among
the other enablers of LNG longevity,
we find the CCS and EST allowing for
further reductions of greenhouse gases
achieved by working, respectively, on
burnt gases and on the ship’s hydrodynamics
– propellers type, etc.”
What other impressions did you get
from Posidonia?
“There are currently about a thousand
LNG-fuelled ships, many more under
construction and others that are LNGready
– meaning they can be converted
to run on LNG with relatively minor
modifications. The downside of
high-pressure systems, though, is their
high Capex and maintenance costs.
However, if we consider the long-term
business plan, the benefits of both systems
are equal. There is, though, more
interest in high-pressure solutions
among professionals, so our high-pressure
skids are here to stay for a long
time, right because of problem of leaking
methane (listed among greenhouse
gases) that shipowners are keeping a
close eye on. Nevertheless, we should
not forget that high-pressure systems
are not applicable to all sectors. In the
cruise industry, for example, due to the
need to balance out factors such as payload,
room required for the propulsion
system and type of use, low-pressure engines
are the preferred option; they have
a higher methane slip on average, which
varies according to engine load, getting
lower at high loads – that account for
most of the engine’s operating time.”
24
25

RETROFIT
#EBOATS #PARIS
EMISSIONS
#CARB #DPF #SCR
ELECTRIC OLYMPIC GAMES
MAN ENGINES
SEINE
AND
E-RETROFIT
ATS
FOR
CARB
H
aropa Port has deepened
its collaboration with the
company Vedettes de Paris,
aiming to promote the
greening of the Paris river fleet. A
special “energy transition” accord
in the form of a rider to a site occupancy
agreement has been signed
by the two partners at the Greater
Paris Mayors’ Show. An ambitious
goal has been set for the Paris 2024
Olympic and Paralympic Games
with a view to speeding up the energy
transition across the whole of
the river fleet. During the opening
ceremony, nearly 30 boats will be
fitted with electric or hybrid electric-thermal
engines. The thirty or
so boats selected for the opening
ceremony of the Paris 2024 Olympic
and Paralympic Games will come
from a Paris fleet that includes over
one hundred and fifty commercial
craft. To date, 20 engine retrofits
and 11 newbuild green vessels have
been or are being implemented. The
transition to greener propulsion systems
in the river sector reflects a
proactive, collective approach unparalleled
in Europe, contributing
to the sector’s energy transition and
competitiveness. Actors in the river
economy see their commitment to
this transition as a significant contribution
to the legacy of the Olympic
and Paralympic Games. To help offset
the investment involved in fleet
greening, Haropa Port has implemented
a support programme for its
customers, granting a time extension
to temporary site occupancy agreements
as regards passenger vessels,
on condition that owners commit to
a switch to hybrid or 100% electric
propulsion for their entire fleet, completing
at least one engine retrofit by
1 June 2024. The document signed
by Haropa Port places the occupancy
of Suffren Quay by Vedettes de
Paris on a contractual footing up to
2041. The rider to the occupancy
agreement entails a greening of the
Vedettes de Paris fleet. The company
has started modifying all its passenger
vessels. An initial engine retrofit
has been carried out on the Paris Trocadéro,
a boat that entered service
at the end of 2023. Two others have
begun their retrofits, the Paris Iéna
and the Paris Montparnasse, and are
scheduled to return to commercial
service in June. At the cutting edge
of this ambitious undertaking, one
that involves massive investment,
the firm has opted for 100% electrical
propulsion, enabling it to offer zero
emissions cruises. Vedettes de Paris
has also started work on the electrification
of its embarkation dock at a
cost of €1.5 millions. Connection to
the grid will give it the power needed
for recharging the batteries of its
craft. The total investment for retrofits
on all the firm’s sightseeing craft
is estimated at €9.5 millions.
C
alifornia is generally one step
ahead in environmental protection,
CARB also applies this
principle to the sea, MAN Engines
has adapted. This is the premise
of the V12’s certification to Commercial
Harbor Craft. According to the
German company, MAN Engines is
the first engine manufacturer to offer
marine engines for the commercial
sector to meet the CARB CHC in-use
performance emission standards. This
new CHC regulation from the California
Air Resources Board was updated
in early 2023 to reduce emissions
from harbor vessels near the California
coast. CARB approval for CHC In-Use
Performance Standards is only granted
to engines that have been equipped and
certified by the manufacturer with DPF
and SCR systems. On the other hand,
for the alternative approval of engines
with higher limits of the CARB CHC
Level 3, elaborate test runs and durability
tests must be carried out in op-
eration in order to obtain the certification
of after-market solutions for DPF.
MAN engines that comply with these
stricter emission requirements are
based on certified EPA Tier 4 engines
from the current portfolio. In order to
meet the strict limits, the exhaust gas
aftertreatment system, which consists
of only an SCR catalytic converter
for EPA Tier 4, is additionally supplemented
by a diesel
particulate filter
at the factory. The
12-cylinder MAN
D2862 has been
certified in three
different power ratings,
for mediumand
heavy-duty applications:
D2862
LE44A, 1,000 hp at
1,800 rpm; D2862
LE43B, 1,200 h)
at 2,100 rpm and
D2862 LE48B,
1,450 hp at 2,100 rpm. While the EPA
Tier 4 emissions standard sets a limit
for PM of 0.04 g/kWh, the latest EU
legislation for inland waterway vessels
requires a much lower 0.015 g/kWh.
The CARB CHC in-use performance
standard further reduces this limit to
0.0067 g/kWh. The limit values for
NOx remain equally low at 1.8 g/kWh
for all variants.
26
27

MARINE
#PERKINS #SEAWORK
PERKINS E44 AND E70B
HEAVY
DUTY
CALLING
Perkins does not only mean
off-highway and power generation
engines and is firmly
established in the marine scenario,
in the best British tradition.
Among the most recent examples are
the E44 and E70B auxiliary engines.
These marine engines are particularly
well-suited for inland waterways,
tugboats, government vessels, fishing
boats, and ferries, reflecting the
heavy-duty stamp of British engineering.
Why did they start from the base
of the 1200 Series and what changes
did they make for the marinization?
This and other questions were answered
by Ben Lewis, Commercial
Manager at Perkins Marine. “The
Perkins 1200 Series has a reputation
for reliability and durability in other
industry segments, making it an ideal
platform for marine applications.
With over 75 years of experience
developing marine engines, Perkins
knows safety and reliability are the
keys to success on the water. During
the marinization process, customer
installation and service points are positioned
so they are easily accessible.
This aids integration in multiple applications,
with the overall package
complying with major marine regulations
globally. Perkins marine engines
are renowned for their reliability
in demanding applications. Engine
uptime is fundamental to customer
revenue and experience, which is why
all new Perkins marine engines come
with an extended two-year or 3,000-
hour warranty. The recommended
service intervals of 500 hours let boat
owners and operators plan regular
service and maintenance with their
distributor to keep their engines in
top condition.” Could you please give
a description of the electronic control
of these marinized engines and the
most suitable applications for each of
them? In short, with what features and
for what uses are these engines likely
to be candidates? “Globally, there
are increasingly stringent emissions
standards. The range of technologies
we offer and use on our marine
products allows them to meet different
emission standards, around the world.
The new Perkins E44 and E70B were
developed for use as auxiliary power
and are sold through the Perkins distributor
network for packaging into
generator sets, pumps or winch drives
– with options for constant or variable
speed drive. Collaborating with
customers from concept to installation
allows Perkins to apply our engine
range and technology portfolio to a
wide range of marine applications,
from workboats to superyachts. We
offer an array of technologies across
our engine range, creating versatile
solutions with flexible integration,
dependable power, and low operator
costs. The flexibility of the modern
engine control system makes different
power ratings and variable speed
configurations possible with common
hardware. This adaptability enables
OEM yards to meet their performance
expectations while complying with
the relevant standards. High-pressure
common rail fuel systems improve
engine performance through more
efficient combustion and can be more
fuel-efficient than other systems. Due
to multi-phase fuel injection, engine
noise is lower, and fewer nitrogen
oxides are produced, helping meet
emissions standards. It is important to
keep fuels and oil out of the environment,
and the Perkins fully encapsulated
double wall HPCR fuel system
option reduces the risk of fuel leakage,
even in the event of a component
failure. For maximum uptime and
operator productivity we incorporate
Duplex fuel and oil filters that allow
for in-operation filter changes.”
What feedback and market feeling
have you brought home from Seawork?
“At Seawork, we received valuable
feedback reflecting the strong
interest and positive perception of our
products, and particularly the E44
and E70B launched in 2023. Customers
still associate Perkins marine
engines with durable, quality power
systems that operate in harsh environments
and offer low cost of ownership
with a global support network.
The feedback on the new products was
overwhelmingly positive, highlighting
that they look great, are robust and
are made with quality components.
The compact design of the new engines
was well received along with the
appreciation that Perkins marine engines
are still marinized on the south
coast of the UK, where marine engines
have been built since 1968. There was
strong interest in both fixed and variable
speed engines, and interest in
Perkins propulsion is still strong! We
returned from Seawork feeling positive
and have already started quoting
new projects for the contacts we made
at the show.”
28
29

POWER GENERATION
#ROLLSROYCE #MTU
ROLLS-ROYCE POWER SYSTEMS
POWERGEN
SYMPOSIUM
Left. The new mtu engine platform, whose first application
will be data centers. Above. Andreas Görtz, head of
Rolls-Royce’s Sustainable Power Solutions business unit,
and Tobias Ostermaier, President of Stationary Power
Solutions within Rolls-Royce’s Power Systems division.
At the PowerGen Symposium
2024 in Augsburg (9-10 July),
the message was clear: emission
reduction must start at
scale, all new technologies can contribute
to decarbonisation and Rolls-
Royce Power Systems knows it has an
important role to play in leading by example.
Today, the company has more
than 149,000 stationary installations
in 175 countries: the best solution is to
upgrade these sites with the latest technologies.
But that does not mean that
the internal combustion engine will not
continue to play a leading role, powered
by sustainable fuels.
Rolls-Royce already has developed a
gas-powered combustion mtu engine
which can use hydrogen as a fuel (we
saw it during testing in Augsburg), but
under the recently announced Phoenix
project (acronym that stands for
Performance Hydrogen Engine for
Industrial and X) it will develop the
technology for an even more efficient
next generation hydrogen engine. Hydrogen
is one of several alternative fuels
being used by Rolls-Royce to make
its engine portfolio more sustainable. It
is making its portfolio of reciprocating
mtu engines compatible with alternative
fuels such as hydrotreated vegetable
oil (HVO) and e-fuels, as well
as being heavily involved in exploring
the use of methanol for marine applications.
We have explored these topics
in depth with Andreas Görtz, head
of Rolls-Royce’s Sustainable Power
Solutions business unit, and Tobias
Ostermaier, President of Stationary
Power Solutions within Rolls-Royce’s
Power Systems division.
You are taking many routes towards
the energy transition. But regarding
your core business, internal combustion
engines, will you do as other
manufacturers have already done,
pursuing the path of so-called agnostic
or fuel-independent engines?
Andreas Görtz: “When you look to
power density, and you take diesel, if
you have methanol, it’s already two
times the volume you need. If you go
for ammonia, it’s nearly four times the
volume you need in order to store the
liquid. And if you go to liquid hydrogen,
we are at eight times the volume.
If it’s gasified, it’s 20 times the volume,
so that’s not realistic. For certain niche
applications, it’s not bad to use synthetic
diesel: a locomotive, for example,
which operates in non-electrified
areas and needs a lot of pull strength,
would need a huge battery. I can’t see
an alternative to diesel for a naval
vessel. There are certain applications
where liquid alternative fuels will play
a role, like methanol for marine application.
We are further continuing the
development of our engine with methanol
blending, but for the large one,
we are going more into a full methanol
engine. So this transfer of an existing
engine into a hydrogen one, it’s only
possible for a gas engine. But if you
would like to have a high-performance
hydrogen engine, it’s a different-based
engine. You can transfer an existing
gas engine later with a retrofit kit into
a hydrogen engine, this is also what we
got certified at the Augsburg plant.”
Rolls-Royce has in fact received H2
readiness certification from TÜV Süd
for its current mtu Series 4000 FNER/
FV gas engines. H2-ready means that
the components and systems are prepared
for future use with hydrogen and
can be converted accordingly.
In this event Rolls-Royce Power Systems
is underlining the importance
that power generation can have in
the energy transition.
Görtz: “I see an increasing amount
of renewables, but power generation
with combustion engine can still play
a role with regard to closing the gap. If
we would like to achieve in Germany,
for example, 85 percent of the average
from our own, it means 1,200 terawatt
hours a year. If you would like to generate
85 percent with renewables, we
have to overinstall massively capacity.
So, if you have this annual generation
demand and you break it down to an
installed capacity, let me say we would
need 120 gigawatts installed capacity
in Germany, assuming fossil fuel
power stations. If you go into renewable
energy, you will have to install
250 because there’s only a little bit of
sun shining, a little bit of wind blowing.
In order to cover 85%, you have
to install an overcapacity. The problem
are periods where there’s not enough
renewable energy. An overcapacity
installed is not economically feasible.
Therefore, you can close this remaining
gap to 15 percent with storage and
also with combustion technology, either
gas turbines or engines. They’re
running there only 400 hours a year,
for example, peak shaving capacity
demand, and they can run on natural
gas, on blending, on pure hydrogen,
so the fuel is then an open topic, but
you would need a remaining energy re-
30
31

POWER GENERATION
#GREENMETHANOL #HYBRID #LIBERTYLINES
THE FUTURE IS GREEN (METHANOL) AND HYBRID
Regarding the best solutions for marine applications, Andreas Görtz specifies: “At
the moment, we see methanol valid for our marine business. We are serving fast
ferries, tugboats, offshore supply vessels. In this area, we do see green methanol as
a potential fuel for the future: it’s nearly zero emissions. With an electric solution,
you go shore to shore, like the Lake Constance for example. But on a larger vessel
this is impossible. We also believe that synthetic fuels will play a role in naval
vessels, thanks to their power density and the fact that emissions are reduced by
90%. But every other thing in between is possible, hybrid for example. We’ve just
operated on the first hybrid ferry in Italy, from Liberty Lines.”
The stars are once again the mtu 4000 series motors, featured in the marine
version. On 27 June 2024, the Italian shipping company Liberty Lines launched a
39.5-meter-long ship with a capacity of 251 passengers, which reaches a speed
of over 30 knots. The “Vittorio Morace” is the world’s first IMO High-Speed Craft
hybrid fast ferry of this size. Two mtu 16V4000 M65L, rated at 2560 kW at 1800 rpm,
equipped with SCR, are integrated with a couple of electric machines, specifically
two Danfoss Editron EM-PMI375 T1100-2900 permanent magnet. Each E-Machine
provides approximately 130 kW of propulsion power and, when in charging mode,
can deliver up to 260 kW each. The use of variable speed electric motors enables the
implementation of simple fixed pitch propellers for the vessel. Completing the dieselelectric
architecture are two 100 kWe variable-speed gensets, operating from 1000
to 2400 rpm, equipped with lightweight permanent magnet generators. Additionally,
the system includes three 11 EST Green Orca 1050 battery packs, providing a total
installed capacity of 346 kWh. The architecture also integrates DC switchboards that
encompass DC power converters, circuit breakers, filters, and protection equipment.
serve based on fossil fuels. That’s my
view. For the gas engine as a platform,
we can run it at the moment on natural
gas, up to 25% blending, which is
very important. Without change, we
can take the same engine and put up
to 25% hydrogen. If you change the
fuel system you can run it on 100% hydrogen.
Methanol is a different topic.
We are working on this development
at the moment, but this is not the same
engine: we cannot just put methanol
into it. We tried this with diesel, bi-fuel,
with a high-speed, high-pressure, common-rail
engine but it’s not really feasible.
We tried this, but it doesn’t work.
And the new platform will be the basis
also for the new methanol engine and
also for the new high-efficiency solution.
The first application we will use
it on are data centres, with diesel and
HVO. And for data centers, it’s easy to
switch over to HVO, for example, or to
a synthetic diesel, because they have
hardly any consumption and nearly
never running. The shelf life of the fuel
is much longer, so they can keep the
synthetic fuel for 10 years in the tank
without any treatment, which is a huge
advantage.”
So, you are trying to change the
mindset also in power generation.
Ostermaier: “That is definitely part of
our strategy. If you look back at 10
years ago, the amount of our activities
in power generation from the overall
business was smaller. When we started
our powergen business 20 years ago,
we sold loose engines through a package.
What we did over the years was
building up this packaging capability
by ourselves for diesel systems and
for gas systems. With that, we moved
already a significant step in the value
chain over the last five years. We got
also even more capabilities to do the
complete system integration around
that to containerize to complete plugand-play
systems for diesel and gas.
Now we invested a lot in batteries and
storage solutions and now we are deploying
them on a larger scale. This is
moving us again by far closer towards
the end customers and the real energy
market. And if you compare this
Symposium to a couple of years ago,
we were more suppliers than package
system integrators. How can we enable
energy transition? Now we have a
position from suppliers to system integrators.
One of the things we are most
proud of is being one of the few companies
that has all the ingredients to ena-
isting system, the return on investment
is very reasonable. It’s an education
matter. We have all the ingredients, to
provide a really smart solution. Government
help would be essential: in
Spain recently they have just made a
law on storage and a subsidy scheme
for storage. In Germany, things are
much more complicated from a regulatory
point of view.”
And is developing the hydrogen engine
a priority for you?
Ostermaier: “Being ready for a hydrogen
future is still a pretty high priority
for us. We are testing the first 100% hydrogen
engines. We worked as well on
blending, so all of our gas engines will
be able to blend in 25% hydrogen by
mid-next year. But for us, technically,
it’s not a big challenge to burn hydrogen
within an engine, the great chalble
the energy transition. We also have
developed an automation system what
we call EnergetIQ, which can manage
very different microgrids, because the
energy market does not allow us to
have a plug & play solution, there is
no one-size-fits-all. We can really do
customized solutions.”
By updating all the equipment to all
the latest specifications, you can cut
CO 2
by 30 percent, is that right?
Ostermaier: “We can do technically
everything what is needed, but there is
still not as much demand as we would
like to see on that side, because in reality
a lot of customers are just still
talking about energy transition and
emission reduction.”
Görtz: “PV is very affordable, and batteries
are becoming more and more affordable.
So, if you add this to your exlenge
is the availability of hydrogen.”
The hydrogen engine we saw being
tested in Augsburg (image above) was
powered by two very large tanks, but
they were only enough to guarantee a
range of 3 hours. The first installation
of mtu engines running on 100% hydrogen
is planned for early 2025 for
the Enerport II lighthouse project in the
German inland port of Duisburg. The
two combined heat and power plants
will contribute to the CO 2
-neutral energy
supply in the new terminal.
Tests of the 12-cylinder mtu Series
4000 L64 gas engine have shown very
good performance, efficiency and
emissions characteristics. The engine
has already achieved the project’s desired
total output of one Megawatt. In
the course of further development, 1.2
megawatts are expected.
32
33

AUTOMOTIVE
#FPTINDUSTRIAL #IVECO #MASERATI
FPT E-POWERTRAIN TURIN
ALL YOU
NEED TO
KNOW
Two years of activity, a captive
topicality, a future open to collaborations
with OEMs (such
as the one in place for the Maserati
Folgore). This is the portrait of
ePowertrain plant in Turin, the gigafactory
where FPT Industrial’s electrification
skills converge. We will
accompany you step by step through
the genesis of electrified batteries and
axles. Daniele Pozzo, Marketing and
Product Portfolio Manager, provides
us with access credentials, before we
venture into the production and testing
departments.
“Regarding energy storage systems,
we focus on two elements. The first,
since the inauguration of the ePowertrain
plant in October 2022, is the
eBS37, an abbreviation for battery
energy, installed in kWh. In Turin,
we assemble the modules and accessories
such as wiring, BMS, housing
and cover. FPT keeps the development,
choice of chemistry and software
management under its own
control. The R&D centre in Coventry
allows us to develop algorithms to
optimise the use of the Lithium-ion
battery, NMC technology, 37 kWh,
with a density of 140 Wh/kg. We rely
on a module structure, with which we
complete the battery pack. Microvast
manufactures the cells and assembles
them within the modules. The
big brother of this battery pack is the
eBS69, which is faithful to the NMC
and can be assembled in parallel up
to a maximum of 9. Energy density is
among the highest on the market (178
Wh/kg).”
What about safety requirements? Between
Model Year 2022 and 2024,
the level of safety has changed. The
batteries in the Iveco Daily MY 24
(eBS 37 Evo) are compatible with the
ECER100.3 thermal runaway standard.
These batteries have anticipated
the regulatory requirements, thanks
to their detecting system and internal
hardware. As in baseball, we move
from one base to another. Daniele
Pozzo focuses on the models in the
hall. “At the ACT Expo, we brought
the eAX 840-R, which you will usually
find on display. See the central drive
for the Daily, which we call ECD140.
The two engines at the rear and front
of the Maserati Folgore develop 600
and 300 kW, respectively, to allow
acceleration from zero to 100 km/h
in less than 3 seconds.” Alice Orsi,
Head of ePowertrain Marketing &
Product Portfolio, will accompany us
from here on. “The central drive is
mounted in the middle of the vehicle
and brings traction to the rear, with
a gear cascade. The e-axle is a rigid
solution, which goes directly to the
wheels. Finally, we have the eCD, like
the one in Maserati, a suspended object
that brings traction to the wheels
via the conventional axle shafts.”
Pozzo points out the potential and expectations
of the plant, as well as the
application window it faces.
“It has a production capacity of
around 50,000 electrified propulsion
units per year. A modular and scalable
solution was envisaged from the
outset. We are prepared for a strong
growth of our customers, especially
in the second half of the decade, and
we will be good at keeping up with the
demand, trying to saturate the production
facilities. This is the hub where
we have focused our energy storage
and electric propulsion activities. In
short, it is a gigafactory, which we
understand as that place where, when
adding up the kWh of batteries, multiplied
by the battery packs produced in
a year, the GigaWatt-hour is exceeded.
Here, the production capacity far exceeds
it (>1.5 GWh). Compared to the
passenger car, the industrial sector is
an order of magnitude less. Remember
that for each bus, equipped with
multiples of 5, 7 or 9 battery packs,
we are installing a few hundred kilowatt
hours. There are variables not
yet defined, one of which is the price
of hydrogen. Regarding heavy-duty
batteries, Iveco is working with Proterra.
We started with the two areas
of greatest take rate, light commercial
vehicles and buses.”
Alice Orsi takes us through the five
production lines dedicated to the assembly
of electrical products. “This
factory is divided into three areas. A
little less than half of the area is dedicated
to storage and preparation of
the kits; then, the actual assembly; the
end of the line is where we test one
hundred per cent of what we do, both
in terms of batteries and propulsion:
axles, EDU (Electric Driving Unit),
central drive. The lines were designed
from scratch thanks to augmented reality,
right from the supplier area. AI
helps assembly operations.” It is not
a department like any other, as Alice
Orsi makes clear. “The 200 or so employees
are high-skilled and undergo
largely safety-related training more
34
35

AUTOMOTIVE
#EPOWERTRAIN #AGV #BMS
Alice Orsi is Head of ePowertrain Marketing & Product Portfolio
at FPT Industrial.
than once a month. The work systems
reward skills and exempt physically
stressful tasks. This is why there are
pneumatic and hydraulic lifters to
perform those repetitive tasks that can
drag on production errors. The measuring
machines, with the pick-to-light
system, show us where to pick up the
exact thickness to be mounted in the
axle to ensure the correct preload.
There are facilitating and handling
systems, such as autonomous guided
vehicles (AGVs). They move the
technology pallets around the line,
following the blue tracks on the floor.
There are also safety systems, the
‘thermal cameras’, which continuously
observe what is happening on
the production line. We monitor one
hundred per cent of the components
we fit inside our assemblies, through
data matrix, 360-degree traceability,
batch code, pick to light, all elements
of an industry 4.0 and carbon neutral
plant. In the first battery assembly
area, we pick up the housing and
place it on the yellow trolleys that will
accompany the battery pack throughout
the production line. The first operations
are the accessory ones: assembly
of the low voltage wiring and
the cooling plate, cooling system,
inside which a mixture of water and
glycol passes, and battery disconnect
unit (BDU). Then, we move to an automated
station, where the operator
simply positions the trolley. There are
two anthropomorphic robots: one is
in charge of spreading the thermal
paste between the layers of the battery
pack. The other is a smart robot that
the size of the battery pack and places
the taken modules – whose voltage
has been tested - inside it.” Engineer
Orsi’s Italian character is expressed in
the following metaphor: “We can imagine
the battery pack as a tiramisu
(the Italian dessert, Ed.): we have the
cooling plate, a layer of paste, 8 modules
(the biscuits), and again cooling
plate, layer of thermal paste, and 8
modules: it is on two layers, 8 modules
and 8 modules.” Continuing along
the manufacturing route, we find the
twin stations, which repeat activities
carried out in other stations, since the
battery pack consists of two layers.
While the core of the line to date was
only one (“we are expanding the line
with another identical station”, Alice
Orsi confirms), this station makes it
possible to create the second layer of
modules. Here, there is a special fo-
cus on safety, being dedicated to the
assembly of busbars, the copper bars
that connect the modules to each other
and enable the correct series-parallelisation
of the battery pack. The operator
is provided with an insulating
mat and tools to prevent leakage and
contact with high voltage. At the next
station, the second layer of cooling
plate is prepared and sent to the central
station. The expansion of the line
makes it possible to increase capacity
and cope with increased demand.
You no longer have to return to the
central station for the second layer of
modules and split it into an identical
station. The second part of the battery
line makes it possible to place another
turn of busbars, bolt on the second
layer of modules, install the BMS and
the cell monitoring controller. The operator
is also responsible for making
the cable connections that allow information
to pass to the CMC (Cell
Monitoring Circuit), which reads the
voltages and temperatures of the battery
pack, and communicates them to
the BMS. The BMS adopts strategies
to apply the correct conditioning and
manage energy flows. Starting with
the eBS37 Evo, the BMS hardware
and software are designed in-house.
Once the cover is fitted, the battery
pack is ready for end-of-line tests,
which are performed by two flexible
machines that can handle both battery
pack designs and carry out up to 12
tests on the battery pack itself, simulating
a short life cycle. These benches
are also capable of recovering energy;
the plant is thus self-powered.
The fire-fighting system provides
shelters, located outside the plant, into
which a battery pack that has caught
fire can be immersed. The MSDS
(Material Safety Data Sheet) is the
compulsory document that explains
how to manage a case of failure and
accompanies the battery, wherever
it may be. The Evo battery packs
have retained the energy density of
the previous version and have more
valves on the outside, which channel
the fumes according to the stringent
ECE R100.3 certification. The aim
is to extend product life, also with a
view to second life. “We deal with two
battery packs with two slightly different
NMC chemistries. One is bus-oriented,
with many cycles, >6,500, and
lower C-rates, hence lower charging
and discharging modes. The other
has a chemistry geared towards ur-
36
37

AUTOMOTIVE
#CMC #EAXLES # BATTERY #SALISBURY
ban mobility, both IVECO Daily vans
and minibuses, C-rate up to 2C in discharge,
to reward the vehicle mission
profile.” The alternation between robotic
and human intervention continues.
“Cobots are in charge of spreading
the thermal paste and collaborate
with the operators to increase capacity
and de-emphasise repetitive and
potentially human error-prone operations.
It is a station with three windows
used for busbar assembly. The
station allows the operator to access
one window at a time. This way they
never come into contact with the full
voltage of the battery pack. The visualisation
system guides them in the
operations to be carried out and the
flow to be followed. Staff work in rotation
to encourage versatility on the
line.” Let’s focus on the kitting activity.
A technology pallet is used to
position the components and proceed
between the mini stations with the set
to be assembled to make the activity
even smoother. The tool that picks the
items from the warehouse is hydraulic
and electronically guided. It picks and
positions components that would otherwise
be too heavy. The AGVs pick
up the pallet and bring it to the reference
station autonomously. It reads
data matrix (QR codes), having 100%
traceability, badge codes (which are
used on batches, e.g. screws) or the
pick-to-light system. The electrified
axle line has a Y configuration, two
parallel lines converging at a central
station. The left line is responsible
for the assembly of the internal components,
the right line for the external
components, and they converge
where there is another anthropomorphic
robot that joins the two parts.
Dressing is a manual operation, with
wiring, exchangers, etc. Once the
dressing is finished, the propulsions
go to the end-of-line. The next stop is
the heavy-duty line, where the eAxle
840R is assembled. “We fit them
in two variants,” Orsi specifies. “For
the North American market, it is addressed
to the Nikola Tre; for the
European market, it is addressed to
S-eWay, both fuel cell and BEV. It is
equipped with a lifting system of up to
1,500 kilos. The 840R weighs around
1,360 kilos, the housing is made of
cast iron. This system allows us to
take the outer axle housing and place
it on the pivotable trolleys, which
allow parts to be fitted as required.
Once assembled, the axle is placed on
a transport system. In the first station,
we mount the electric motors: rotor
and stator arrive separately, we assemble
them and install them inside
the housing. In the second station, we
assemble the cover, which locks the
motor in its position for use. There
are two line sections; the one on the
right is in charge of assembling and
testing the motor, the one on the left
is in charge of taking the technology
pallet with the gears and assembling
the differential, fitting and tightening.
On the right, there is the power electronics
part, the electric motors; on
the left, there is the mechanical part,
which is kept separate. Then comes
the installation procedure and the
leak test to check the conformity of the
Bosch motors, which are subjected to
20 tests to monitor their performance.
Controlled by 2 or 3 operators, the final
station is highly automated. The
gears, differential and housing converge
here. The station also measures
the overall size and communicates the
information to another station. Based
on the size of the complete assembly,
it identifies the thickness to be fitted
to ensure the correct axle preload.
Based on the thickness, which is functional
to the tolerance chain, a light
signal will light up, enabling the operator
to take the shim out, not before
checking it with a jig. Between the
cover and the housing there is a layer
of sealant.” However, there is room
for manual dexterity. It happens at the
dressing station, with the assembly
of oil pipes, heat exchangers, wiring,
plugs. Then, the arms are assembled
with brake callipers.
“Now, the axle enters the end of line,
where we subject 100% of the products
to torque and power cycles. Sensors
and accelerometers allow the
axle vibrations and noise to be monitored.
The axle is removed from the
bench and the oil is replaced. Two per
cent of components are sample tested
on the extended life cycle, via COP
(Conformity of Production).”
Let’s take a cool break before going
into the delicate testing stage. Alice
Orsi summarises the technological
coordinates of the finished products,
i.e. dual-motor solutions, with permanent
magnet motors, single speed
(single gear), first-generation axles
for heavy-duty applications. What
about the Salisbury architecture?
“It includes a central body and arms
mounted with screws. It allows flexi-
38
39

AUTOMOTIVE
#R&D #HILLAB #ARBON
bility in adapting to the vehicle, as I
can install the arm and braking system
required by the customer and customise
the coupling part with the vehicle,
while maintaining the axle core.
The motor is mounted parallel to the
wheel axle, without bevel gears, and
modularity.”
FPT Industrial has three R&D centres
for electrification. Turin also
allows system-level activities; in Arbon,
Switzerland, for the validation
of sub-systems, e.g. module and cell;
in Coventry, UK, for the battery management
system. In the access corridor
to the testing area, Orsi resumes
her detailed overview. “We have 74
cells dedicated to powertrain validation
activities in general, more than 5
of which are exclusively for electrification.
Here is the HIL Lab (Hardware
In the Loop), FPT’s R&D validation
data centre, where these large
‘cabinets’ collect information and
allow us to simulate validation activities.
Through the HIL, we process the
ECU software in the absence of the
real hardware system. The cells are
divided into three macro-areas, which
correspond to the size of the motor:
heavy, medium and light. Some engine
cells are becoming versatile and
adapt to the ePowertrain. Through a
synoptic diagram, clicking on a cell
shows the test and any general information
on the current activity.”
Finally, we come to the e-powertrain.
“The first cell is the light duty e-powertrain:
the central drive was one of
the first projects managed by FPT.
Now, it allows us to test any electrified
solution. It is equipped with 1MW
battery emulators, which simulate
battery operation and recover some of
the energy. Right now, the front cell is
being used to put prototypes through
their paces. The mission profiles are
the same as for the endothermic engines,
albeit with a different impact
on the infrastructure side. At defined
intervals, we perform deep dives on
parts taken from production.”
The battery pack cell excites our curiosity.
It houses a climate chamber
and a test bench to simulate thermal
conditions. “We can test up to three
69kWh batteries, simulating different
environmental conditions. It is a
walk-in climatic chamber and has a
fire extinguisher and various safety
systems. By connecting to the battery,
we can read signals about performance,
safety, environmental con-
ditions. An example? The ageing of
the battery pack. Some tests are very
invasive, the so-called ‘abuse tests’:
the battery thermal propagation is
triggered and its resistance to water
is tested. In Arbon, a working group is
dedicated to cells, with a great depth of
detail in reading certain signals.” Has
anything changed in the methodological
approach since the inauguration
of ePlant? “In general,” Orsi replies,
“in the first generation of products,
we took modules from suppliers to do
the integration work, in which we are
extremely competent, and create added
value. Making the cells in-house
involves a high technological complexity,
as we have to manage chemical
processes. Today, in our opinion,
it is better to proceed step by step and
have the possibility to make choices
that favour technological competitiveness.”
Allow us a digression on the
battery lab. What does a battery pack
manufacturer need to have in order to
be on the ball? “A battery pack prototyping
lab. That’s what happens in this
ePlant. Specific trolleys allow us to do
prototyping. They are equipped with
a self-propelled plane that allows the
battery pack to be lowered, in the event
of a flame spread, and water can be inserted
from special nozzles. I drown the
battery pack in water, for two reasons:
I lower the temperature and remove
the oxygen, stopping the chemical reaction.
In this area, we take the component
– axle or electric propulsion –, assemble
it in the configuration we intend
to validate or test, and photograph it,
in order to have visual documentation
prior to testing. We have a meteorological
laboratory where we carry out
sub-component measurements. Sometimes,
especially when validating new
products, we check them with thermal
sensors, accelerometers and other sensor
objects that add information to that
provided by the test bench and control
unit. At the end of the test, the procedure
is reversed. Once the equipment
has been removed, we verify the visual
information through a photo report
and proceed to teardown and possible
measurement of certain components.
The latest addition to our family of
laboratories is the TCU Lab, which is
enabled to validate the Transmission
Control Unit.”
And this is how an electrified axle and
a battery pack are credited with driving
commercial vehicles. It happens
at FPT Industrial.
40
41

EVENTS
#KDI #KDS #CARON #CORMIDI
KOHLER DEMODAYS 2024
A
Below, Vincenzo Perrone, President Engines at Kohler:
“Let me say, the KSD plays a role in the engine diversity.
When you talk about 25 hp engines now you can have
another very good product in terms of innovation,
performances, electronic control.”
WIDER
SHOT
News from the factory: early 100,000 engines in 2023, assembly
time ranges from 3 to 4.5 hours for a KDI with ATS.
At the second
edition of the Kohler
DemoDays, the
spotlight in Reggio
Emilia was on KDS
and KDI. Above all,
the 3-cylinder, Diesel
of the Year 2022,
found a home among
the applications we
saw on test. Caron,
Cormidi, JCB, MDB,
Merlo, MultiOne
responded
DemoDays 2024 took place at
the Kohler Engines headquarters.
It was a repeat of the
opening edition (it was just
2023) from which they borrowed the
formula. The format reproposed presentations
and updates on multi-cylinder
diesel engines and some applications.
Compared to the zero edition,
the spotlight was exclusively on KDS
and KDI engines, with a focus on petrol
units, which were on stage at Cormidi.
A Stage V version with 18.4 kW
has also been designed for the
CMF1500 mini dumper. The way is
clear. The hybrid is in Kohler’s style. It
was tested and engineered first on the
former FOCSs, then on the KDIs. It
has an integrated control system from
Curtis and in the near future it could
also find a declination in the KDS. Hydrogen
is much more than a hypothesis,
at least on a technical-application
level (they have called it KDH), while
waiting for the EU and the EPA themselves
to clarify the legislation and the
infrastructure to meet the needs of installers
and end users. Meanwhile, the
Platinum Equity Group took 75% of
the shares. The remaining quarter remains
in the hands of David Kohler.
Brian Melka, CEO of Kohler Energy,
valued this handover: “Demand for resilient
energy is growing, and the
world needs more of what we do, and
this decision positions us to better deliver
on that demand.” Resilient energy
is also a candidate for KSD, in the
guise of a spokesman for the efficiency
and “plug-and-play” plausibility that
only the internal combustion engine
can offer, today and now, at least in
certain work cycles and in certain specific
applications. Abhiroop Garg,
KSD Product Manager, spoke about it:
“Over the past two years, we have
been closely supporting our customers
in integrating the new KSD engine into
their machines, and there are numerous
benefits. In forklifts, we have
achieved a 10% fuel savings in a typical
duty cycle. For aerial lifting platforms,
there is improved load response,
and in mini excavators, there is enhanced
performance and optimal operation
even under extreme conditions.
In articulated loaders and their various
implement attachments, the engine
is able to adapt to all conditions and
provides superior responsiveness.”
Mention is made of loaders and aerial
platforms, forerunners and neophytes
of batteries, first lead-acid, then Lithium-ion.
Proof that, depending on the
use, the ICE still meets the needs of
these machines. A demand that also
comes from the rental sector, to which
Kohler Engines has turned its attention.
In 2022, the KSD was awarded
the title of Diesel of the Year. This
1.4-litre 3-cylinder engine is produced
in India, at the plant in Aurangabad,
near Bombay, and is contemplated in
more than 50 variants. With the KSD
in mind, the production facility was
expanded by 4,500sm, and 150 employees
were hired to animate the new
factory wing. Construction began in
August 2020, and involved some 50
suppliers, coordinated by Kohler India’s
operations team and Kohler Engines’
thinking center in Italy. Operations
have been completed and the
equipment installed and operational.
In short, Kohler’s other manufacturing
plant is at full capacity. It is again Abhiroop
Garg who emphasises that in
the genesis of the 3-cylinder engine is
the search for the best compromise between
TCO and performance. To
achieve this, they really worked on the
specific curves. Peak power was
reached at 1,800 instead of 2,400 to
2,600 rpm. By stopping below 19 kilowatts,
the KSD is not affected by legislation,
which otherwise requires the
adoption of a particulate filter. A burden
that increases the overall size of
such a small-volume engine, as far as
the cylinder block is concerned, and
penalises the TCO due to regeneration
and BTU issues. To use universally
clear language, for the impact on the
radiators. The torque curve caresses
the peak at 1,400 rpm, with 93% of
42
43

EVENTS
#JCB #MDB #MERLO #MULTIONE
DEMODAYS AS SEEN BY KOHLER ITSELF
“Demo Days are more than just an event; they represent
our ongoing commitment to supporting customers throughout
the entire process of adopting and developing the best
solutions for their needs. We are deeply grateful for the
trust our customers have shown over the past two years by
supporting this initiative, which will become a regular event
featuring a variety of customers,” said Nino De Giglio, Director
of Marketing Communications & Channel Management
at Kohler Engines (the first on the left, close to the excavator).
“Our press partners have been with us on the journey
of sharing our history and innovations, and we are proud to
continue cultivating this valuable relationship.”
power available, and almost 54% in
reserve. The 3-cylinder engine thus
guarantees elasticity and a little treasure
of Nm even when faced with additional
torque demands. Scaling the
three power levels and setting the bar
at 1,000 rpm, the 90 Nm aspirated version
loses just 12 Nm on the way; 80
Nm out of 105 are made available by
the turbocharged version. If you add
the aftercooler, 95 of the top of the
range 120 Nm are delivered at 1,000
rpm. TCO almost rhymes with consumption
and service intervals. We are
talking about 500 hours, which can be
extended to 1,000. Precisely at 1,000
hours, there is a saving of 240 euros,
which rises to 509 by doubling the usage
cycle (2,000 hours). In the test
area, Kohler technicians lifted the engine
compartment of the JCB 25Z-1.
Production of the mini excavator started
at the end of June 2024. The Reggio
Emilia epiphany was truly an apparition,
in every sense. Customization involved
the flange plate, the oil filter on
the intake side, which is positioned on
the right, the diesel filter on the engine
side, the fan placement at the required
height. The intake manifold has an inlet
from above, the exhaust manifold
flange faces the rear of the engine. The
cab is designed to provide the user
with space and visibility, with an allsteel
frame. When the machine starts
up, an automatic checkup scans its vital
ganglia. Designed to be the benchmark
in the 2.5 tonne range, the KSD
requires high torque density and transient
response to boost productivity.
Together with the new hydraulic system,
the KSD contributes to improved
digging and lifting performance. According
to JCB’s own data, consumption
is cut by 5% compared to the previous
version. The engine also supports
the Auto-stop system, which shuts
down the machine when idling for
more than 30 seconds. And how was
this achieved? The timing system is a
heavy-duty cascade gearbox. Indirect
injection, with an electronic system
derived from a petrol application. The
engineers comment: “The KSD is distinguished
by its torque density within
reduced packaging, the same as a
leading competitor to provide a dropin
solution through a series of solutions
concerning the motor-machine
interface.” This is one of Kohler’s
trump cards. OEMs can move from
existing engines to the 1.4-litre from
Reggio Emilia without having to rede-
sign their machine. As mentioned, the
first drive has a wide range of options
both in terms of flange plates and bellhousing,
so that a hydraulic pump can
be connected, as in the case of the
JCB, or a mechanical transmission
with a clutch, as in the case of Caron
C50. The second drive has a common
interface with the reference competitor.
An additional incentive for crossing
the motorway bridge designed by
Santiago Calatrava (the new symbol of
the city of Reggio Emilia). The fan position
offers three different heights to
avoid revolutions between the radiating
masses. The oil and diesel filters
can be mounted on the right, left or
remote. Air circuit interfaces, exhaust
manifold flanges and intake manifold
air inlet orientations are also diversified.
“KSD offers mechanical powertrains
either plug-and-play integration
or the CAN line benefits. Engine diagnostics
allows us to check both sensor
and actuator operation to see if the
engine is failing and, if it is, to activate
protection strategies to safeguard both
the engine and the machine, as well as
the operator’s safety. Service can connect
to the diagnostic socket via our
tool, read engine codes, alarms and
perform troubleshooting.” Let’s survey
the OEMs, apart from the ones
mentioned above. Cormidi and JCB.
MultiOne chose the odd 1.4-litre naturally
aspirated engine for a 6.3 IDS,
in order to guarantee stability for the
attachments and not stress the machine.
A super-compact engine for an ultra-compact
machine, as they say. A
turbocharged version, the KSD1403TC,
appears for MDB’s radio-controlled
models; it was tested on steep slopes
and Andean altitudes (it was spotted
inside Chilean quarries). Caron also
chose the little guy from Aurangabad
for the C50 transporter. With a total
weight of up to 5000 kg and payload
capacities of up to 3200 kg, this machine
ensures productivity and adaptability
in diverse environments and
applications. Last, but not least, we
pass the floor to Merlo. The portrait
they drew was flattering. Appreciation
is for compactness, a precondition for
the P30.7, a very compact telescopic
handler just two meters wide. Words
of praise also for ease of maintenance
and readiness for rental, a type of use
that requires the utmost reliability. On
the P27.6 telehandler, they have adopted
KDI on both earthmoving and agricultural
applications.
44
45

FOCUS
#ACCELERA #DECARBONISATION #TESTING #VECTO
CUMMINS @ DARLINGTON
POWERTRAIN
TEST
FACILITY
ACCELERA AND U.S. DOE
Cummins announced that the company has been awarded
from the U.S. Department of Energy $75 million to convert
approximately 360,000 sq. ft. of existing manufacturing
space at its Columbus (Indiana) Engine Plant (CEP) for zero-emissions
components and electric powertrain systems.
The $75 million grant is the largest federal grant ever awarded
solely to Cummins and is part of the appropriations related
to the Inflation Reduction Act. Cummins will match the
grant and invest $75 million for a total of $150 million to
convert the space and expand production of battery packs,
powertrain systems and other battery-electric vehicle (BEV)
components for Accelera by Cummins.
“Known as Plant One, CEP was Cummins’ first engine plant
in our headquarter city of Columbus, Indiana, and this grant
from the DOE allows us to broaden the legacy of the site
even further. By expanding the production of batteries and
electric vehicle components at CEP, at the same plant where
we manufacture blocks and heads for our current and
next-generation, engine-based solutions, we continue to
prove our commitment to Destination Zero and dedication
to innovation, strengthening the communities we serve and
environmental stewardship,” said Jennifer Rumsey, Chair
and CEO of Cummins.
To some, it may seem like the
egg of Columbus (pardon the
pun), but to develop technologies
without verifying safety
levels and implicit risks would be
fruitless, to say the least. Whether we
are referring to the burning of battery
packs, which must be submerged in
water as a precautionary measure, or
the flame spread in the event of hydrogen
combustion, the behaviour of
the propulsion system must be tested
along with the vehicle. And it is from
Columbus, Ohio, that the awareness
originates, which we visualized and
explored at the Powertrain Test Facility,
located at Cummins’ European
headquarters in Darlington, UK. Jonathon
White, Vice President, Engine
Business Engineering, said: “The new
centre enables Cummins to develop
Cummins has opened
a test and simulation
centre in Darlington,
UK, for hydrogen
(ICE and fuel cell),
CNG/LNG and,
soon, battery electric
powered vehicles,
including internal
combustion engines
for Euro 7 and Stage
VI as well as key
components like axles
and e-axles
and test a wider range of vehicles
and machinery powered by hydrogen,
renewable natural gas, advanced
diesel, or battery electric.” How
important is this new structure? We
asked Felipe Rocha, Cummins General
manager Europe On-Highway.
“Real-world emissions are currently
receiving significant emphasis. This
facility enables us to achieve more
precise testing and validation. Additionally,
we recognize the substantial
potential for collaboration with
OEMs and customers here. Many
OEMs are exploring the development
of diesel or battery-powered electric
solutions independently, but our test
centre offers an opportunity for joint
efforts. OEMs can bring their equipment
and powertrains to our facility
for comprehensive testing. This in-
tegrated approach allows us to conduct
testing and validations more
efficiently, often consolidating what
would traditionally be two separate
processes into one. This efficiency not
only saves time but also enhances the
overall development and validation
process.”
As we mentioned, we are in Darlington,
County Durham, England, where
Cummins has located its main engine
and exhaust after-treatment plant and
technical operations for the European
market. Starting from the premises,
Cummins focused on some specific
goals: to enhance vehicle-level CO 2
emission measurement, integrate
engine-transmission-axle testing,
ensure accurate fuel consumption
tracking, develop fuel-agnostic testing
facilities, accommodate a wider
range of duty cycles, and measure a
broader and lower range of emissions.
Tom Partridge, Product Development
Director, basically the Director
of Laboratory Operations in Darlington,
summarised for us the features
of the vehicle test building. “In 2018,
Cummins recognized the need for a
state-of-the-art facility capable of
advancing development beyond Euro
6 standards and into Euro 7, as well
as accommodating new technologies.
Our research indicated a shift from
traditional engine development to
a more integrated system approach
within vehicles. This insight drove
the creation of our powertrain testing
facility, reflecting the industry’s focus
on powertrain advancements. The
increasing attention to vehicle-level
integration and precision in testing
was the catalyst for developing the
powertrain facility. Recognizing that
the majority of automotive advancements
were concentrated on powertrain
systems, we aimed to align our
capabilities accordingly. Thus, the
powertrain facility was conceived to
meet these evolving demands. The
project officially commenced in early
2020. However, the Covid-19 pandemic
caused significant delays.”
And, regarding the design concept
and planned applications for the Testing
Centre, Partridge points out: “We
built the facility to be agnostic, allowing
us to test any fuel that powers
vehicle machines, including natural
gas and hydrogen. While we haven’t
implemented it yet, we plan to introduce
a battery emulator for testing
EV systems.”
46
47

FOCUS
#BEV #CNG #DAIMLER #HYDROGEN #LNG #MAN #PACCAR #PEMS
WITH DAIMLER AND PACCAR FOR BATTERY
One year ago, Accelera by Cummins signed an agreement
with MAN Truck & Bus and Paccar to localize the battery
cell production and the battery supply chain in the
United States. A $2-3 billion investment for a 21-GWh
factory indicates a significant commitment to advancing
electrification technologies, stimulating technological
autonomy from the monopoly of China and the Far East in
general. Accelera by Cummins, Daimler Truck and Paccar
will each own 30% of, and jointly control, the joint venture,
which will initially focus on the lithium-iron-phosphate
(LFP) battery technology family for commercial batteryelectric
trucks. The LFP battery cells produced by the joint
venture will be able to offer several advantages compared
to other battery chemistries, including lower cost, longer
life, and enhanced safety, without the need for nickel and
cobalt raw materials. Accelera by Cummins, Daimler Truck
and Paccar expect to see growing demand for battery
technology throughout this decade and U.S. customers
will benefit from a state-of-the-art dedicated battery cell
factory. EVE Energy will serve as the technology partner in
the joint venture with 10% ownership and will contribute
its industry-leading battery cell design and manufacturing
know-how. EVE Energy is a global leader in the manufacture
of LFP battery cells for the vehicle industry.
hanced PEMS development. Vehicle
simulation and testing include drive
cycle simulation, inertia and road-tolab
drive cycle simulation, road grade
and incline simulation, e-axle efficiency
tests, and battery testing and
validation. The facility also boasts
advanced control and automation systems,
start-stop capability, asynchronous
regenerative dynos. The capabilities
of the vehicle under test include
a wheelbase ranging from 300mm to
6700mm, a hub fan width between
1600mm and 2480mm, a maximum
weight of 28,000kg, a maximum
continuous power output of 450kW.
and a height-adjustable front axle for
agricultural tractors. Additional features
include drive load units, inline
testing capability, and motorizing
and start-stop testing capability. Se-
Want to know more about Cummins
Powertrain test bed capabilities? The
general capabilities of the facility
include 2WD and 4WD powertrain
testing, as well as heavy, medium,
and light-duty testing, with fuel flexibility
for diesel, hydrogen, and CNG.
Energy consumption testing is conducted,
focusing on VECTO optimization
and driveline component tests.
Transmission and driveline capabilities
encompass transmission certification,
drivability optimization, manual
and automatic transmission compatibility,
direct torque measurement of
6kNm and up to 60kNm via a 2-speed
mechanism, and constant velocity input
shafts up to 40kNm. Emissions
testing features emission measurement
capabilities with PEMS, a fixed
emissions analyser bench, and encurity
has never been considered in
such a thoughtful manner. There are
three layers to the safety system. The
first layer focuses on inhalation; the
space for inhalation is significantly
greater than that of a purely diesel
system, marking a substantial change
in the installation. The second layer
involves detection; we ensure that
any leaks around the vehicle or facility
can be detected with high-level
hydrogen sensors and mobile sensors
positioned close to the vehicle. The
third key component is blast protection.
The building is designed with a
deep foundation and extensive steel
reinforcement to ensure structural integrity.
In the event of an explosion,
the building is designed to contain the
pressure, with a blast wall at the back
to protect assets and people, and the
blast being released at the front. Incorporating
these hydrogen safety measures
has likely increased the building’s
cost by an additional 40-50%.
Finally, we return to Felipe Rocha
for a global overview of Cummins’
on-highway assets, which are primarily
the focus of the Darlington
Powertrain Test Facility—a facility
that is currently unique within the
Cummins network. “In Europe, our
business structure on the engine side
involves major truck customers and
partnerships with DAF, Scania, and
Volvo,” Rocha says. “We also cater to
bus customers in the UK and Turkey,
covering a diverse range of midrange
segments from 2.8 liters in Turkey to
9 liters. Recently, we announced a
significant partnership with Daimler
to develop Euro 7 engines for the
mid-range sector, marking a major
shift in our on-highway business. We
are actively engaging in discussions
with other OEMs as well. From my
perspective, Cummins is pursuing a
pragmatic strategy. We continue to
invest in our traditional core technologies
while simultaneously expanding
and diversifying our product
portfolio. We are committed to making
new powertrains economically viable
for users and providing a range
of solutions. Cummins’ position is
clear: we aim to support all equipment
manufacturers facing the challenges
of CO 2
regulations. Whether
it’s hybrid, hydrogen, or a combination
of technologies, we offer various
solutions for our customers to choose
from. The transition to new technologies
will likely be more gradual than
anticipated by regulators and will
not adhere to a single solution. For
some applications, hybrids may be
more suitable, while in others, natural
gas or other alternative fuels
might be better. We remain open to all
kinds of solutions. Consider the significant
investment required for truck
technology – often in the billions. If
a company invests in a specific battery
chemistry and discovers mid-investment
that it is not the optimal
choice due to technology immaturity,
Cummins is positioned to assist. We
see this as an opportunity to support
OEMs, particularly those who need
help navigating the internal combustion
space. Part of our strategy is to
identify where OEMs lack resources
and offer our expertise to guide them
through these challenges.”
48
49

TECHNO
#FERRETTIGROUP #FULLELECTRIC #RIVA #PARKER
SUPPLEMENT
RIVA EL-ISEO. LET'S PLUG-IN!
Engines and components for OEM
Culture, technology, purposes
and market of diesel engines
Established in 1986
Editor in chief
Maurizio Cervetto
Managing editor
Fabio Butturi
Editorial staff
Stefano Agnellini, Ornella Cavalli,
Fabrizio Dalle Nogare, Stefano Eliseo,
Fabio Franchini, Riccardo Schiavo,
Cristina Scuteri
Contributors
Carolina Gambino,
Maria Grazia Gargioni,
Erika Pasquini,
Mariagiulia Spettoli
Layout & graphics
Marco Zanusso (manager)
Editorial management
Fabio Zammaretti
Printing
Industrie Grafiche RGM srl,
Rozzano (MI)
Milano City Court Authorization
n. 860 – December 18th 1987 National
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n°
46) Art. 1, subsection 1, LO/MI
BOLOGNA (I), FROM 6 TO 10 NOVEMBER 2024
The Ferretti and Riva shipyards
have seized the opportunity to
make their mark on the electrification
of pleasure crafts.
Riva El-Iseo is a 27-foot (8.40 meters)
runabout with a maximum
beam of 2.5 meters. “Riva El-Iseo is
the first model in its segment to obtain
RINA Category B certification,
a further endorsement that Riva is
at the forefront of yachting safety
too,” explained Ferretti Group CEO
Alberto Galassi. The Riva El-Iseo
retains the classic stern-drive propulsion
system while incorporating
a Parker GVM310 full-electric engine
from Parker Hannifin. This engine
delivers a cruising speed of 25
knots and a self-limited top speed of
40 knots. The Parker GVM310 supplies
250 kW, peaking at 300 kW.
The e-boat is powered by a 150 kWh,
800 V lithium battery pack from Podium
Advanced Technologies. They
feature two charging modes: normal
and fast, with the capability to charge
from 20% to 80% in just 75 minutes.
Charging ports are conveniently located
under a steel grille on the port
side of the boat. The battery pack includes
a “Redundant Design Configuration,”
with two independent blocks
to ensure continued operation if one
block fails. The batteries are sealed,
liquid-cooled, and positioned at the
forward end of the engine room under
the bimini-top compartment between
the dinette and the stern sunpad. They
are also equipped with advanced thermal
insulation, including fibreglass
panels used in aerospace for fire resistance
and a gas sensor to detect
leaks. Riva El-Iseo has three cruising
modes: Adagio, Andante and Allegro
(a tribute to musical terminology).
Adagio is the ECO mode: maximum
speed is 5 knots and acceleration is
limited, reducing fuel consumption
and maximising range to up to 10
hours of cruising. In Andante mode,
cruising speed and acceleration are
comparable to a typical yacht of similar
length with an ICE, reaching a
maximum planing speed of 25 knots.
Allegro is the sport mode, in which
the engine is unlimited and El-Iseo
can reach a top speed of 40 knots with
electrifying acceleration.
VADO E TORNO
EDIZIONI
MANAGEMENT
ADMINISTRATION
via Brembo 27 - 20139 Milan.
Tel. +39 02 55230950
Website
www.powertraininternationalweb.com
ADVERTISING
Management
via Brembo 27
20139 Milan
tel. +39 02 55230950
e-mail: pubblicita@vadoetornoedizioni.it
Head of Sales
Luca Brusegani
Sales agents
Roberto Menchinelli (Rome)
Mario Albano
Maurizio Candia
Emanuele Tramaglino
POWERTRAIN-Diesel
Annual subscription
Italy 35 euro, International 55 euro
Air Mail Annual subscription
65 euro
Back issues
7 euro
Payments
Current account 50292200
Vado e Torno Edizioni srl,
via Brembo 27, 20139 Milan.
e-mail: abbonamenti@vadoetorno.com
E-Mail
info@powertraininternationalweb.com
Copyright 2024 Vado e Torno Edizioni
Notice to subscribers
Vado e Torno Edizioni srl, within the framework of its
commitment to transparency and in compliance with the
new European Regulation on the protection of personal
data, known as GDPR 2016/679, in force from 25
May 2018, has updated the policy regarding personal
data processing and has adapted the methods of data
management in accordance with the new requirements.
We invite you to take a look at the new policy, which
you can consult (www.vadoetorno.com). It provides
clearer and more specific information on the processing
of your personal data and your rights in this regard.
If you no longer wish to be contacted from Vado e
Torno Edizioni srl click write an email to:
privacy@vadoetorno.com.
Copyright 2024 Vado e Torno Edizioni
INTERNATIONAL AGRICULTURAL
AND GARDENING MACHINERY
EXHIBITION
ORGANIZED BY
IN COLLABORATION WITH
50